10.2 ENVIRONMENTAL PARAMETERS 10.2 - Mumbai De… · · 2016-10-04Final Report Comprehensive Mobility Plan (CMP) for Greater Mumbai ... summer (March to May), monsoon (June to September)

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10 ENVIRONMENTAL AND SOCIAL ANALAYSIS

10.1 INTRODUCTION

The Comprehensive Mobility Plan for Greater Mumbai is intended to develop a plan for cost effective and

convenient transport network. One of the objectives of the study has also been to develop an

environmentally sustainable network keeping in view the urban environmental impacts triggered by the

transport sector especially due to increase of emissions from two wheelers and four wheelers in the city.

In order to achieve this intended means of sustainability in the plan, several factors concerning the present

study area conditions that are most relevant to the transport related impacts in its operation phase are

studied. The identified factors that are most likely to be a cause for concern for social and environment and

its sustainability were studied in detail and presented in the subsequent sections. Sustainability in terms of

environmental aspects for transport related projects is aimed more at reducing the air and noise emissions.

10.2 ENVIRONMENTAL PARAMETERS

The parameters that are to be studied for developing an overall understanding of the environmental

conditions of the region are identified to be physical, geographical and ecological characteristics. These

factors that influence the environment and its sustainability were studied and presented in the following

sections.

10.2.1 Physical Characteristics

Mumbai, originally a group of seven islands in the Arabian Sea close to the western coast gradually

reclaimed over the last one and half century to accommodate the proliferating development forming part

of the Greater Mumbai. The linear characteristic of the region poses a challenge for transportation,

especially with the highest population densities recorded in the country. The region possesses varying

topography from coastal plains, mud flats, hills and mangroves, which causes further hindrances for

provision of cheaper transportation solutions. The physical characteristics that influence the environmental

conditions due to the comprehensive transport mobility network are studied and briefly presented in this

section.

10.2.1.1 Geographical Characteristics

The Greater Mumbai area has flat terrain with hills treading in north – south on the northern part and

parallel ridges on western part. The central part of the region also has hill ranges extending from North to

south, especially near Powai. These are called the Powai – Kanehri hill ranges where the maximum

elevation of the area is 450 m above Mean Sea Level (MSL). Trombay Island also has north – south running

hills with maximum elevation of 300 m above MSL. There are three lakes viz., Powai, Vihar and Tulsi in the

region whose catchment extends into the Powai – Kanehri hill ranges. Apart from this, there are a number

of creeks, dissecting the area and Thane is the longest creek.

10.2.1.2 Terrain & Slope

The region with flat terrain and interspersing hills provides a gentle slope for the region with occasional

outcrops. The region being interconnected islands from the reclamation activity, several locations of the

Final Report Comprehensive Mobility Plan (CMP)

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region are having elevations below the MSL. While in normal circumstances, the elevation difference is not

noticeable, but with increase in rainfall, drainage from surrounding hills and increase in native runoff,

poses a chronic threat of flooding the region. There is no single direction of slope for the entire region as

the slopes of the islands is towards the creeks flowing to the west in between the islands. Ignoring the

localized slope contours, the overall slope direction is from North-East to South-West towards the Arabian

Sea.

10.2.2 Climate Characteristics

Greater Mumbai region is along the seacoast that experiences a tropical wet and dry climate as per Koppen

climate classification. The region experiences three seasons – summer (March to May), monsoon (June to

September) and winter (October to February). The mean minimum temperature is 16.3°C and the mean

maximum temperature is 32.2°C. The normal annual rainfall over the region varies from about 1800 mm to

about 2400 mm. It is at a minimum in the central part of the district around Kurla (1804.9 mm) and

gradually increases towards north and reaches a maximum around Santacruz (2382.0 mm). Majority of the

rainfall is received in the South-West monsoon i.e., during the months of June to September. Rest of year

remains dry with average relative humidity around 75%. The average wind speed in the region is in the

order of 25 kmph and gusts upto 45 kmph. The maximum wind speeds exceed 150 kmph during tropical

storms in the region.

10.2.3 Ecological Characteristics

The Greater Mumbai region is having rich ecological characteristics on account of high rainfall, humidity

and tropical climate. The Sanjay Gandhi National Park is in the middle of the urban area but is well

preserved national park with large diversity of flora and fauna. The region being a coastal area, surrounded

on three sides with the Arabian Sea has a large number of wetlands, swamps and mangrove ecosystem

thriving on the coast. Occasional hills and valleys in the region provide lowlands, the needed drainage and

runoff to form water bodies and lakes sustaining an ecosystem of their own. The thriving ecology of the

region has been a subject of several research studies and it endears growth of several species of flora and

fauna. A brief description below provides the ecological characteristics of the region.

10.2.3.1 Sanjay Gandhi National Park

The Sanjay Gandhi National Park (SGNP) is approximately 104 sq. km in area. It was established in 1969

with the present area but has been under conservation in pre-independence era known as Krishnagiri

National Park which was later rechristened with expanded boundaries as Borivali National Park. Kanehri

Caves in the national park are Buddhist settlements for travellers established around 1st to 9th Century B.C.

The caves have well preserved rooms and Viharas for prayer.

The SGNP is unique wild lands located within the city of Mumbai and very near to a global biodiversity

hotspot in the Western Ghats mountainous region on the west coast of India. The national park covers

nearly ¼ of Mumbai’s land area. It is a hilly area, ranging from 30 m - 480 m in elevation.The park

encompasses two lakes, Vihar Lake and Tulsi Lake, which meet part of the city's water requirements. The

park is said to be the lungs of the city as it purifies much of the air pollution of the city.

SGNP supports diverse vegetation growth and varied habitat. Many endangered species of flora and fauna

live here. There are as many as 1,300 species of plants, more than 150 species of butterflies, 40+ reptile


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species and nearly 40 varieties of snakes. Perhaps most impressive is the array of mammals – 40 species –

and more than 250 species of birds that live within this urban protected area. Within SGNP, one can spot

macaque monkeys, barking deer, spotted deer, mouse deer, four-horned antelope, striped hyenas,

leopards, porcupines, flying-foxes, crocodiles, pythons, cobras, vipers etc..

10.2.3.2 Mangroves

Coast line of Mumbai is interspersed with numerous creeks and inland water channels having a saline

water interface with the Arabian Sea on the West and Thane Creek in the East. The area is having rich

mangrove ecosystem that is getting gradually degraded with the increase of urban development and

contamination from various pollutants in the water flowing through the creeks as well as interconnecting

rivers like Mithi and Ulhas. Around 20 out of the 35 species of mangroves found in India have been

reported from the Maharashtra coast and 12 of these species are found in Mumbai. Degradation of

mangroves is attributed to land conversion to urban land uses and usage as solid waste disposal sites.

Ecological significance of the mangroves in the region can be attributed to a large number of marine and

freshwater species that take shelter in the relatively calmer waters of these mangrove ecosystems. Sample

studies conducted by the SoonabaiPirojsha Godrej Marine Ecology Centre indicates presence of 206

species of birds, 30 species of reptiles, 13 species of crabs, 7 species of prawns and 20 species of fish in the

area. Some of the mammals as Jackals, Mongoose were also were sighted. These areas act as an important

stopover for over hundred species of migratory birds including flamingos, gulls, terns, avocets, curlews etc.,

(Source: SPG Marine Ecology Centre)

10.3 SOCIAL CHARACTERISTICS

The CMP for the Greater Mumbai triggers social issues like land acquisition, potential impact on residential

and commercial structures, temporary or permanent impact on livelihoods, etc. The assignment has

envisioned a holistic transport intervention which is best placed to support the main social and economic

activities that take place in the city.

The CMP has conceptualised transport planning as intrinsically linked to land use planning and both are

developed together in a manner that serves the entire population and yet minimizes travel needs. This

leads to improved access to livelihoods, education, and other social needs, especially for the marginal

segments of the urban population is improved. Accordingly, along with achieving the major objectives set

forth in the national policy, adverse impacts that are likely are also identified for further addressal during

the detailed project preparation stages.

10.3.1 Applicable legal and policy provisions

The on-ground implementation of the proposals in CMP shall adhere to various Acts and Policies relevant

in the context of the project as mentioned in Table 10-1. Project implementing authority shall ensure that

any project activities proposed for implementation shall be consistent with the following regulatory/legal

framework.


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Table 10-1: Acts and Policies relevant in the Project Context

Sl. No.

Acts and Policies Relevance

1 The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 (30 of 2013)

The Act has into effect since 1 January, 2014. Land required for the project will be acquired as per the provisions of this Act. Compensation against land acquired and rehabilitation and resettlement provisions will also be governed by the provisions under this Act. Further, as per Section 24 of the new LA Act, Land acquisition process under LA Act 1894 (1 of 1894) shall be deemed to have lapsed in certain cases. (1) Notwithstanding anything contained in this Act, in any case of land acquisition proceedings initiated under the Land Acquisition Act, 1894 (1 of 1894) - (a) where no award U/s 11 of the said Land Acquisition Act has been made, then all provisions of this Act relating to the determination of compensation shall apply; or (b) where an award under said section 11 has been made, then such proceedings shall continue under the provisions of the said Land Acquisition Act, as if the said Act has not been repealed.

2 Provisions of the Panchayats (Extension to the Scheduled Areas) Act, 1996

One of the important provisions of this act states “the Gram Sabha or the Panchayats at the appropriate level shall be consulted before making the acquisition of land in the Scheduled Areas for development projects and before re-settling or rehabilitating persons affected by such projects in the Scheduled Areas.

3 The Scheduled Tribes and Other Traditional Forest Dwellers (Recognition of Forest Rights) Act, 2006

This law provides for recognition of forest rights to Scheduled Tribes in occupation of the forest land prior to 13.12.2005 and to other traditional forest dwellers who are in occupation of the forest land for at least 3 generations i.e. 75 years, up to maximum of 4 hectares. These rights are heritable but not alienable or transferable.

4 The Right to Information Act, 2005

The Act provides for setting out the practical regime of right to information for citizens to secure access to information under the control of public authorities, in order to promote transparency and accountability in the working of every public authority.

10.3.2 RoW availability

Greater Mumbai has a total population of 12.44 million as per Census 2011 data. The gross population

density in the region is about 235 persons/ha with Island city having the highest density of 435 persons/ha.

Any development intervention, especially improving the transport connectivity will have major impacts on

the population, their livelihood and also on their assets like land, residential / commercial structure, and

religious / community properties.

While most of the roads require upgrading and new roads to be built to divert or share the traffic loads of

the present links impact of widening would be higher in terms of resettlement and livelihood. Where

feasible widening would be limited to the existing RoW but additional lanes would require land acquisition

causing resettlement issues. A preliminary estimate of the likely land requirement based on the new

proposals and widening of the corridors is conducted and following land utilization based on the present

landuse is envisaged.

Table 10-2 presents the land requirement for the proposed network of 2034 which is under various land

uses as per the existing land use plan. While about 64% of the proposed network is in the existing land use

of transportation, about 25.7% of the requirement is in built-up areas presently existing or earmarked for

commercial, residential, public / semi-public, and industrial uses. The sensitive areas as natural areas i.e.,

forests creeks, mangroves etc., form about 4% of the requirement, rest 6.3% is in open lands.


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Table 10-2: Land requirement by various uses for Proposed Network for 2034

Sl. No. Land use Area, ha % to Total

1 Transportation 2425.78 63.97%

i Existing Roads 2372.84 62.58%

ii Transport and Communication 52.94 1.40%

2 Commercial Use 91.94 2.42%

i Commercial Activities 77.01 2.03%

ii Offices 14.93 0.39%

3 Public & Semi-Public 93.12 2.46%

i Educational Amenities 26.29 0.69%

ii Medical Amenities 9.65 0.25%

iii Social Amenities 22.41 0.59%

iv Public Utility and Facility 34.77 0.92%

4 Industrial 155.85 4.11%

i Industrial Use 85.22 2.25%

ii Industrial Activity 70.63 1.86%

5 Residential 635.39 16.76%

i Residential Areas 242.15 6.39%

ii Slums/Clusters 310.03 8.18%

iii Under Construction 52.06 1.37%

iv Urban Villages 31.15 0.82%

6 Sensitive Areas 150.44 3.97%

i Natural Area 119.19 3.14%

ii Water bodies 31.25 0.82%

7 Others 239.27 6.31%

i Open Spaces 49.21 1.30%

ii Vacant Lands 171.62 4.53%

iii Unclassified 18.44 0.49%

Grand Total 3791.80

10.4 ENVIRONMENTAL QUALITY

The present environmental quality in the region with reference to the transport projects could be defined

with reference to the Air Quality, Noise Quality levels as these are the major parameters that would be

impacted from the transport related projects. Though water quality and soil will be impacted, the impacts

are reversible in the operation stage. The Air and Noise quality parameters are given higher emphasis in

the study as further impacts from the transport related project will need to be assessed in detail and

present levels of these two components will need to be included in the preliminary prediction models for

air and noise quality analysis for various scenarios of the project development.

10.4.1 Air Quality

In the Greater Mumbai area, continuous monitoring of air quality as per the National Ambient Air Quality

norms is being carried out at 5 locations. Maharashtra Pollution Control Board monitors at 3 locations, the

Central Pollution Control Board at 1 location. Presently two stations of MPCB and the CPCB station is

providing real time data. All these locations are in residential / commercial areas which provide reliable

data on the vehicular and other pollution sources instead of industrial pollution. There is another


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monitoring location that is continuously monitored by the US Consulate. However, at that station data on

PM2.5 only is accessible and impact on air quality is shown as per USEPA norms after converting to Air

Quality Index.

Table 10-3: Air pollution Data of Greater Mumbai Area for the Month of December 2015

S.No Pollutant Norm in

Residential Area

MPCB Office, Bandra

Sion Kherwadi

1 Particulate Matter, PM10 100 ug/m3 141.10ug/m3 176.25 ug/m3 141.66 ug/m3

2 Sulphur Dioxide, SO2 80 ug/m3 31.12ug/m3 17.08ug/m3 29.72 ug/m3

3 Carbon Monoxide, CO 2 mg/m3 2.32 mg/m3 - -

4 Oxides of Nitrogen, NOx NA 103.34 ppb 83.88 ug/m3 102.59 ug/m3

5 Nitrogen Dioxide, NO2 80 ug/m3 14.53 ug/m3 - -

6 Particulate Matter, PM2.5 60 ug/m3 64.94 ug/m3 - - Source: MPCB and CPCB Online Monitoring System, 2016.

Latest data as seen from the above table indicates poor air quality in the region with respect to the

Particulate Matter, where both PM10 as well as PM2.5 are above the recommended standards for 24 hr

average. Vehicular traffic is the major source of the particulate matter as per the CPCB and NEERI source

apportionment studies.

The pollution levels based on secondary sources in the region especially along the coastal stretch are

presented in the Table 10-4. The pollution levels in this part of the region are found to be of acceptable

standard except at Haji Ali where pollution levels are slightly above standards for PM10 and PM2.5. The

lower pollution levels could be attributed to higher wind speed and greater mixing along the coast

reducing the pollution levels and driving them farther away from the coast. Hence, while considering

alternative strategies for planning of the coastal roads their pollution potential in the inner areas of the

Greater Mumbai also needs to be considered as the pollution levels within the city have already crossed

the NAAQS.

Table 10-4: Air pollution level along the coast in Greater Mumbai (Nov – Dec 2014)

S.No Pollutant Norm in

Residential Area

Nariman Point

Haji Ali

Ram Mandir,

Khardanda Village

MCGM Garden, Malad

1 Particulate Matter, PM10 100 ug/m3 83.8 100 75.4 70.5

2 Particulate Matter, PM2.5 60 ug/m3 54.9 76.5 52 48.2

3 Oxides of Nitrogen, NOx NA 16.8 25.7 13.7 16.8

4 Sulphur Dioxide, SO2 80 ug/m3 10.4 12.6 8.9 7.9 Source: Environmental Impact Assessment for Coastal Road Project, by STUP and Ernst & Young, Nov – Dec 2014

A further assessment conducted by the MCGM on the air quality in the region is documented and the air

quality levels observed at various points across the region in 2012-2013 as annual average levels are

indicated in the Table 10-5.


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Table 10-5: Air pollution level in Greater Mumbai Area (2012 – 2013 Annual Average)

S.No

Pollutant Norm in

Residential Area

Worli

Khar

Andheri

Bhandup

Borivali

Maravali

1 Sulphur Dioxide, SO2 50 ug/m3 13 13 14 13 9 24

2 Nitrogen Dioxide, NO2 40 ug/m3 34 55 60 39 25 74

3 Ammonia, NH3 100 ug/m3 66 57 65 58 56 320

4 Suspended Particulate Matter 140 ug/m3

197 227 242 260 183 531

Source: Environmental Status of Greater Mumbai, Dec 2014

10.4.2 Noise Quality

Noise level survey and assessment has been conducted during 2010 – 2011 in the Greater Mumbai area.

The results of the survey are indicated in the Table 10-6. The levels for various landuses i.e., residential,

industrial, silence zones etc., across the region are found to be higher than the permissible levels as per the

CPCB standards.As per the draft Development Plan of the MCGM, the maximum noise levels are recorded

in Airport and Industrial areas apart from traffic zones in Greater Mumbai.

Table 10-6: Noise Levels in the study region

Location Noise Levels CPCB Standards

Day Time Night Time

Residential Area 60-73 55 45

Commercial Area 59-79 65 55

Traffic Area 65-85 65 55

Airport Area 80-88 65 55

Silence Zone 55-78 50 40

Industrial Area 60-74 75 70 Source: EIG, MCGM; Environmental Status of Greater Mumbai, 2010-11, MCGM

Site-Specific Background Noise Quality Monitoring Noise monitoring was conducted as part of the coastal

road project in the Greater Mumbai area at ten locations. The backgroundmonitoring program was done in

accordance with the requirements of EIA study. Noise measurements were automatically recorded to give

the noise level for every hour continuously for 24 hours in a day. Accordingly one full day (i.e. 24 hourly

values) of data was collected at each of the ten locations. The noise levels at identified monitoring

locations are as indicated in Table 10-6 below.

Table 10-7: Noise Levels in Greater Mumbai as per Coastal EIA study, Nov – Dec 2014

Sl. No.

Location Max (dB(A)) Min

(dB(A)) Leq

(dB(A)) Landuse

CPCB Std.,

Daytime, Leq

(dB(A))

1 VirSawarkarUdyan, Malad 69.4 44.9 60.3 Residential 55

2 KhardandaGaon 73.6 40.7 62.6 Residential 55

3 Haji Ali (Near nursery) 76.0 46.0 67.7 Commercial 65

4 Nariman Point (VidyutBhavan) 91.6 50.2 75.9 Commercial 65

5 Near Mahalaxmi Temple 85.0 56.3 75.9 Commercial 65

6 Carter Road 92.2 58.3 78.4 Commercial 65


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Sl. No.

Location Max (dB(A)) Min

(dB(A)) Leq

(dB(A)) Landuse

CPCB Std.,

Daytime, Leq

(dB(A))

7 Rizvi College, Bandra 75.9 43.5 68.9 Commercial 65

8 Poddar Hospital 81.1 56.8 72.6 Silence Zone 50

9 Varsova 81.5 59.4 73.6 Commercial 65

10 Lokhandwala Complex 77.0 50.7 67.9 Residential 55 Source: Environmental Impact Assessment for Coastal Road Project, by STUP and Ernst & Young, Nov – Dec 2014

Noise levels from the EIA study in 2014 also indicate that the noise levels are high in the area compared to

the CPCB day time Leq levels.

10.4.3 Water Quality

Baseline water quality in the project area could be examined through the water sample analysis from

secondary sources of other EIA studies in the region. As part of the studies conducted during 2014, the

physical, chemical and bacteriological parameters were evaluated. Samples were collected from both

Surface and Groundwater sources from different locations across Greater Mumbai. Ground water samples

were from six locations and the observations of the ground water quality in the study area for various

parameters are presented in the Table 10-8.

Table 10-8: Ground Water Quality in Greater Mumbai

Sr. No.

Test Parameter

Unit Acceptable Limit as IS

10500-2012 Test Method

P.J.Hindu Gymkhana, Marine

lines

Lokhand - wala

Complex, Andheri

Khardanda Village

Nibhana Society

DevariPada,

Versova

Kasalbaug, Malad

1 pH ---- 6.5 to 8.5 IS:3025 – 1983

7.5 7.6 7.3 6.8 7.5 7.3

2 Color Hazen 5 Max IS:3025 – 1983

< 5 < 5 < 5 < 5 < 5 < 5

3 Odour ---- Agreeable IS:3025 – 1983

Agreeable

Agreeable Agreeable Agreeable Agreeabl

e Agreeable

4 Taste ---- Agreeable IS:3025 – 1983

Agreeable

Agreeable Agreeable Agreeable Agreeabl

e Agreeable

5 Turbidity NTU 1 Max IS:3025 – 1983

4.6 2.1 4.2 <0.5 1.865 55.331

6 Total Hardness as CaCO3

mg/L 200 Max IS:3025 - 1983 335 216 351 98 378 212

7 Ammonia mg/L 0.5 IS:3025 - 1988

Absent Absent Absent Absent Absent Absent

8 Residual Free Chlorine

mg/L 0.2 Min IS:3025 - 1986


9 TDS mg/L 500 Max IS:3025 - 1984

752 632 870 146 524 426

10 Chlorides (as Cl)

mg/L 250 Max IS:3025 - 1988

242 185 72 55 102 55

11 Fluoride mg/L 1 IS:3025 - 1964

1.4 1.3 1.2 1.2 1.8 1.56

12 Arsenic mg/L 0.01 IS:3025 - 1988

< 0.01 < 0.01 < 0.01 < 0.01 < 0.01 < 0.01

13 Iron as Fe mg/L 0.3 Max IS:3025 - 2003

< 0.1 < 0.1 < 0.1 < 0.1 < 0.1 < 0.1

14 Nitrate mg/L 45 IS:3025 - 1988

17 22 14 21 15 18

15 Sulphate (as SO4)

mg/L 200 Max IS:3025 - 1986

32 27 17 16 157 201


for Greater Mumbai

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Sr. No.

Test Parameter

Unit Acceptable Limit as IS

10500-2012 Test Method

P.J.Hindu Gymkhana, Marine

lines

Lokhand - wala

Complex, Andheri

Khardanda Village

Nibhana Society

DevariPada,

Versova

Kasalbaug, Malad

16 Selenium mg/L 0.01 IS:3025 - 1988

< 0.01 < 0.01 < 0.01 < 0.01 < 0.01 < 0.01

17 Zinc mg/L 5 IS:3025 - 1994

0.47 0.38 0.27 0.55 0.98 0.75

18 Mercury mg/L 0.001 IS:3025 - 1994

< 0.001 < 0.001 < 0.001 < 0.001 < 0.001 < 0.001

19 Lead mg/L 0.01 IS:3025 - 1994

< 0.01 < 0.01 < 0.01 < 0.01 < 0.01 < 0.01

20 Copper (as Cu)

mg/L 0.05 IS:3025 - 1992

< 0.05 < 0.05 < 0.05 < 0.05 < 0.05 < 0.05

21 Cyanide mg/L 0.05 IS:3025 - 1986


22 Chromium mg/L 0.05 IS:3025 - 2003

< 0.05 < 0.05 < 0.05 < 0.05 < 0.05 < 0.05

23 Nickel mg/L 0.02 IS:3025 - 2003

< 0.02 < 0.02 < 0.02 < 0.02 < 0.02 < 0.02

24 Cadmium mg/L 0.003 IS:3025 - 1992

< 0.003 < 0.003 < 0.003 < 0.003 < 0.003 < 0.003

25 Total coliforms

MPN/100 ml

Should be absent

IS: 1622-1981 (R-2009)

8 7 17 9 14 8

Source: Environmental Impact Assessment for Coastal Road Project, by STUP and Ernst & Young, Nov – Dec 2014

The pH values of the ground water sample indicate slightly alkaline nature. The Total Dissolved Solids (TDS)

in three locations are above the desirable limit (500mg/l) except at Nibhana Society, Juhu and Kasalbaug,

Malad where it is below the desirable limit. However TDS in all samples are well below the permissible limit

of 2000mg/l. Chloride concentration is well below the desirable limit (250mg/l) in all locations. Sulphate

and Nitrate concentrations are low and within the permissible limit and thus indicate low degree of organic

pollution. Fluoride is present in all the samples and above the desirable limit of 1.0 mg/l.

Total Hardness for all the samples are found to be above the desirable limit of 200 mg/l but well water

sample in Juhu it is below the desirable. The groundwater samples are free from heavy metals like

cadmium, arsenic, lead, chromium etc.

To ascertain the baseline conditions of the Surface water quality samples of surface water were collected

from 4 lakes within the project influence zone and one sample from Mithi River. Water qualities of the

rivers were compared with CPCB fresh water classifications. Comparison of the results with the Indian

Standards indicate that at all monitoring stations the water quality is well within the standard prescribed

by CPCB for Class B, Class D and Class E type of water for most of the parameters except for DO and BOD.

In addition concentration of TSS in Badajore River also found low. None of the heavy metals are found in

the samples and Oil and Grease is also not detected. The water quality levels for the surface water samples

are provided in the Table 10-9.

Table 10-9: Surface Water Quality in Greater Mumbai

Sr. No.

Test Parameter Unit

Acceptable Limit as IS 10500-

2012

Test Method

Ban

gan

ga L

ake

,

Wal

kesh

war

Po

wai

Lak

e

Ban

dra

Lak

e

Mit

hi R

ive

r

Aar

ey

Co

lon

y

Lake

1 pH ---- 6.5 to 8.5 IS:3025 - 1983 7.5 7.2 7.6 7.2 7.4

2 Color Hazen 5 Max IS:3025 - 1983 < 5 < 5 < 5 < 5 < 5


for Greater Mumbai

10-10

Sr. No.

Test Parameter Unit

Acceptable Limit as IS 10500-

2012

Test Method

Ban

gan

ga L

ake

,

Wal

kesh

war

Po

wai

Lak

e

Ban

dra

Lak

e

Mit

hi R

ive

r

Aar

ey

Co

lon

y

Lake

3 TSS mg/L ---- IS:3025 - 1984 < 10 < 10 < 10 < 10 < 10

4 TDS mg/L 500 Max IS:3025 - 1984 259 225 355 221 403

5 Dissolved Oxygen mg/L > 4 IS:3025 - 1989 5.5 7.1 6.1 6.2 6.7

6 Chemical Oxygen Demand

mg/L ---- IS:3025 - 2006 24 12 60 24 12

7 BOD, 3 days @ 270C

mg/L < 3 IS:3025 - 2006 10 <05 20 10 5

8 Oil & Grease mg/L 0.03 Max IS:3025 - 1991 ND ND ND ND ND

9 Chlorides (as Cl) mg/L 250 Max IS:3025 - 1988 105 30 90 50 85

10 Sulphate (as SO4) mg/L 200 Max IS:3025 - 1986 24 13 66 40 157

11 Total Hardness as CaCO3

mg/L 200 Max IS:3025 - 1983 189 157 243 151 243

12 Sodium as Na mg/L ---- IS:3025 - 1993 23 21 36 25 48

13 Potassium as K mg/L ---- APHA-3500K-B 5 2 8 3 12

14 Arsenic mg/L 0.05 IS:3025 - 1988 < 0.01 < 0.01 < 0.01 < 0.01 < 0.01

15 Chromium mg/L 0.05 IS:3025 - 2003 < 0.01 < 0.01 < 0.01 < 0.01 < 0.01

16 Cadmium mg/L 0.01 IS:3025 - 1992 < 0.01 < 0.01 < 0.01 < 0.01 < 0.01

17 Lead mg/L 0.1 IS:3025 - 1994 < 0.1 < 0.1 < 0.1 < 0.1 < 0.1

18 Iron as Fe mg/L 0.3 Max IS:3025 - 2003 < 0.1 < 0.1 < 0.1 < 0.1 < 0.1

19 Total Coliform MPN/100 ml ---- IS: 1622-1981 (R-2009)

1600 1600 1600 1600 1600

20 Faecal Coliform MPN/100 ml ---- IS: 1622-1981 (R-2009)

26 1600 1600 1600 14

Source: Environmental Impact Assessment for Coastal Road Project, by STUP and Ernst & Young, Nov – Dec 2014

10.5 ENVIRONMENTAL ANALYSIS OF FINALISEDNETWORK

Identification and evaluation of environmental impacts due to implementation of proposals for the

finalised network by way of proposed road, metro and rail link activities was based on available baseline

information on the landuse and predicted air and noise levels based on screening models. Generic

management and preliminary mitigation measures to address the likely impacts due to new proposals on

the environmental components are worked out.

It is likely that the infrastructure projects would have cumulative impacts affecting the regional quality of

the environment. Though most of the impacts have been discussed at regional level at this stage, impact

analysis is to be carried out at link / corridor level where feasible for the finalised network. Environmental

management measures at this stage are devised at regional level and recommendations for their adoption

at appropriate stage is to be incorporated where warranted at local level.

Project level impacts have to be addressed through avoidance and mitigation measures to reduce the

impacts in magnitude. While direct impacts of road projects can often be significantly reduced through

environment best practices during construction, indirect or cumulative impacts are to be assessed at sub-

project level. Some of the major impacts identified as part of the analysis are presented in the paragraphs

below.


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10-11

The finalized scenario for transport network has been analysed for its impact on the environment of the

region. This analysis is preliminary in nature focusing on the extent of air, and noise emissions followed by

the likely impacts on forests and other environment resources of the region. This analysis is carried out for

the horizon year of 2034, which also represents the worst case scenario. The estimates presented in this

section are based on emission factors as per current prevailing technology. However, with the

advancement in vehicle and transport technology it is imperative that the emissions are likely to reduce

thereby reducing the emissions and pollution level.

10.5.1 Vehicular emissions

Emissions from the vehiclesareone of the largest sources of air pollution in urban areas. Improvement in

the air quality could be brought about through a sustainable approach adopted for the project through

integrated transport – landuse and shift to less polluting modes of transport. With the increase in traffic

volumes over the project horizon period, and with minimum infrastructure improvements, the speed of

traffic stream will be lower than the optimal speeds leading to an increase in the vehicular emissions

beyond the optimal emissions. The emissions are estimated based on the Design Manual for Roads and

Bridges (DMRB) emission model for regional impact assessment at regional level. The emission estimates

and pollution levels are presented below in Table 10-10.As indicated in the table, the DMRB model

estimates the emissions of CO, HC, NOx, PM10 and Carbon in both the scenarios of present road network

and the horizon year network of 2034. There is a clear reduction of the emission levels upto 2% for CO and

more than 57% in case of NOx.

Table 10-10: Regional Level Emissions and their reduction compared to 2014 network

Pollutant Units Road Network,

2014 Final Scenario,

2034

Reduction of Emissions with

project

Carbon Monoxide (CO) (kg / year) 2963934 2900904 63030 (2.1%)

Total Hydro Carbons (THC)

(kg / year) 490672 385562 105110 (21.4%)

Oxides of Nitrogen (NOx) (kg / year) 2849552 1209923 1639629 (57.5%)

Particulate Matter (PM10)

(kg / year) 60279 34582 25697 (42.6%)

Carbon (C) (tonnes / year) 255750 186838 68912 (26.9%)

10.5.2 Air Quality Impacts

Dust Generation: Generation of Dust is a predominant impact of the construction stage and extends into

the operation stage especially during maintenance operation. Impacts of dust can be felt during site

clearance when the existing pavement is being dismantled. Additionally, procurement, transport and

storage of materials like sand, aggregate, fly ash etc., results in generation of dust. Hence, fugitive

emissions from construction site should be reduced to the extent possible by covering them. Haul roads

should be sprinkled regularly with water to settle dust arising from the construction site. Water should be

sprayed on earthworks, temporary haulage and detour roads on a regular basis.

Air Emissions: Local air quality gets degraded due to increased air emissions during construction and

operation. Increased emissions during pre-construction stage can be from heavy machinery used for

clearing the RoW. High levels of SO2, HC and NOx are likely from hot mix plant operations. The toxic gases

can spread depending on local meteorological conditions like wind speed, inversion rates, topographical


for Greater Mumbai

10-12

conditions etc. Urban areas being thickly built-up and populated are more likely to be impacted by

construction stage emissions than rural areas. Effects of air pollution are not pronounced on the target

population in case of Rail and Metro corridors during operation stage as they would be running on

electricity generated elsewhere.

Active measures as provision of adequate plantation in few sections tend to reduce the dispersion of

emissions and aid in their deposition. During design stage, traffic bottlenecks and congestion is to be

removed by improving road geometry and by widening the road to smoothen traffic flow. Alternative

alignments to through alignments in congested settlements need to be improved to avoid air pollution. All

precautions to reduce emissions from construction machinery should be taken to reduce emissions. To

minimize emission impacts at settlement locations, asphalt plants, crushers and the batching plants should

be sited at least 1 km in the downwind direction from the nearest human settlement. During operation

stage, vegetation can be used to reduce some of the effect of lead as well as SPM emissions by plantation

of Pollution resistant species.

The operation stage emissions for various pollutants in the project area are also estimated for selected

links in order to get an overall indication of the likely range of pollution levels. The estimated level of

pollution for the most likely scenario is presented in Table 10-11 for few important receptors as

commercial and residential areas along the network.

Table 10-11: Air Quality Assessed at Important Receptors

Receptor number

Name

CO Benzene NO2 PM10

Annual mean

mg/m3

Annual mean

g/m3

Annual mean

g/m3

Annual mean

g/m3

1 MPCB, Bandra 2.34 5.02 15.02 141.30

2 Sion 2.36 5.03 16.59 176.86

3 Kherwadi 2.34 5.03 15.27 141.94

4 Nariman Point 1.02 5.02 15.71 84.07

5 Mindspace, Malad 1.02 5.02 15.68 70.83

NAAQS, 2009

2.00 5.00 40.00 60.00

Unit, mg/cum hrs avg

Annual mean

g/m3

Annual mean

g/m3

Annual mean

g/m3

Given the already high baseline pollution levels, it is expected that the increase in traffic levels, is likely to

push the air pollution levels above NAAQS. It is evident from the above table, that the traffic increase along

the major arterials is likely to increase the air pollution, especially Sion junction followed by Kherwadi

which will be higher than the rest of the Greater Mumbai area. Measures for development control closer to

highways have to be undertaken to further reduce the NO2 and PM10 levels which have already cross

NAAQS. Air Pollution impacts on other transit networks as metro and sub urban rail services are practically

absent in the Greater Mumbai area due to electric powered traction.

10.5.3 Noise Impacts

Noise in case of roads, comes from four sources: vehicles (engine work, acceleration, braking); friction

between vehicles and road; driver behaviour (horn usage, loud music, shouting, sudden braking or start);

and construction and maintenance work (heavy machinery). While in case of rail or metro, the sources of


for Greater Mumbai

10-13

noise are the locomotives, carriage cars and interaction of both of these with rail. Noise levels higher than

65dBA contributes to high blood pressure and cardiovascular diseases causing health impacts

Continuous noise, even if its levels are not too high, increases stress levels by causing annoyance and

disrupting communication. It can also lead to weakening of the auditory system and sleeping disorders.

Sub-project level analysis near sensitive receptors is to be conducted and noise levels to be assessed for

the finalised network.

Noise levels are likely to remain high during operation stage because of increased vehicular speeds from

the improved infrastructure capacity. Noise generated from the road traffic has been estimated through

the screening noise model of Federal Highway Administration (FHWA) noise model. Noise prediction is

carried out for the horizon year 2034 for all links in the proposed networks. For purposes of assessing the

noise differential between the base year and the horizon year, all parameters of the noise model except

the traffic, lane configuration and receptor distance with reference to various lanes in both the networks

are kept constant and noise model is applied. The comparative extents of noise levels could be clearly

understood from the Table 10-12. The length of network in percentagewith noise levels greater than 75

dBA in the horizon year network has significantly reduced i.e., by about 30% compared to the base

network.

Table 10-12: Noise levels due to traffic

Noise level For Network, 2014 For Network, 2034

Length, km

Length, % Length, km Length, %

Links with noise >= 75 dBA 998.58 84.88% 973.77 53.38%

Links with noise < 75 dBA and >= 65 149.68 12.72% 582.93 31.96%

Links with noise < 65 dBA and >= 55 dBA 28.18 2.40% 267.38 14.66%

Links with noise < 55 dBA and >= 50 dBA 0.00 0.00% 0.00 0.00%

Links with noise < 50 dBA 0.00 0.00% 0.00 0.00%

1176.45 100.00% 1824.08 100.00%

In both the scenarios, there is no network with noise levels less than 55 dBA. Smoother traffic flows,

decrease in sudden acceleration and deceleration of vehicles, decrease in use of horns because of separate

lanes for traffic moving in opposite directions and noise buffers in form of barriers should be adopted to

keep noise level within the acceptable standards. With the above noise levels, since major part of the

network has noise levels above 75 dBA, the noise mitigation measures need to be undertaken during the

course of design of the identified corridors. However, these levels have to be ascertained during further

detailed studies at the project development stage.

10.5.4 Impact on Sensitive Areas

An observation of the network passing through various landuses indicates that there are few roads that

pass through natural areas i.e., the National Park, Forest and Water Bodies. Roads that directly impacts any

of the national park i.e., SGNP should be avoided. Close to 120 ha of natural areas land will need to be

diverted for the purposes of the improved connectivity as per the present estimates. Most of this land will

be needed for two lane roads as indicated in the network for horizon year. Similarly, about 31 ha of area

under water bodies are required for the 2 / 3 lane roads that are either new alignments or require

widening.Alternative alignments for all the network links that pass through the natural areas should be

explored in the feasibility stage.


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10-14

10.5.5 Other Generic Impacts

The generic impacts on the natural environment are primarily due to additional land uptake involved for

the infrastructure, severance and pollution due to increased transportation and construction activity. The

resulting changes on the environment and the impacts due to those changes have been summarized in the

following.

Development Activity Environmental Impacts

Land take for infrastructure

Loss of Bio diversity

Loss of Productive land

Displacement of people / severance of communities

Loss of individual & community assets and resources

Soil related impacts-erosion

Drainage change

Increase in magnitude of climate change impacts like extreme weather changes

Increased Traffic movement and Construction activities

Noise and Air pollution

Health and Safety impacts

Impacts on flora and fauna

10.6 SOCIAL ANALYSIS

10.6.1 Land Requirement

The likely impact on land has been assessed based on travel demand analysis. The Right of Way (RoW)

requirements for the various existing roads have been assessed for the horizon year 2034. Lane

requirements for the horizon years are assessed based on the travel demand analysis carried out for the

horizon years 2019, 2024 and 2034. As the travel demand increases with time, the lane requirements

would increase and accordingly area under roads has been worked out.

As indicated in the Table 10-2, There is an additional land requirement of about 3791 hectare, due to the

upgradation of roads with necessary widening to meet the travel demand of horizon year 2034 (Ref. Table

10-13).

Table 10-13: RoW wise area requirement – Horizon Year 2034 (in ha)

Landuse / RoW 6 - 9

m 9 - 18 m

18 - 24 m

24 - 30 m

30 - 36 m

36 - 45 m

45 - 60 m

Above 60 m

Grand Total, ha

Commercial Activities 0.01 31.69 1.74 24.25 2.94 12.53 3.21 0.64 77.01

Educational Amenities 11.80 0.27 7.88 0.54 2.81 2.94 0.04 26.29

Existing Roads 2.25 851.31 33.40 584.97 86.97 335.41 171.49 307.04 2372.84

Industrial Use 0.18 42.23 0.59 25.76 0.79 11.33 4.09 0.24 85.22

Medical Amenities 4.59 0.37 2.73 0.20 1.29 0.39 0.07 9.65

Natural Area 47.63 0.77 17.19 0.73 23.79 23.89 5.19 119.19

Offices 6.97 0.20 3.20 0.35 2.45 1.07 0.70 14.93

Open Spaces 0.04 19.58 0.37 14.18 1.85 7.65 4.11 1.42 49.21

Primary Industrial Activity 36.09 0.04 24.05 0.13 1.79 8.54 70.63

Public Utility and Facility 0.01 10.59 0.16 11.94 0.35 9.44 1.89 0.40 34.77

Residential 0.28 135.16 2.30 59.12 8.97 25.69 8.86 1.76 242.15

Slums/Clusters 0.23 161.42 2.59 79.72 7.64 36.36 17.98 4.07 310.03

Social Amenities 0.01 11.04 0.36 5.61 0.91 2.97 1.00 0.49 22.41

Transport and Communication

21.36 0.69 12.53 3.13 7.62 5.43 2.18 52.94


for Greater Mumbai

10-15

Landuse / RoW 6 - 9

m 9 - 18 m

18 - 24 m

24 - 30 m

30 - 36 m

36 - 45 m

45 - 60 m

Above 60 m

Grand Total, ha

Unclassified 8.46 0.03 4.07 0.75 4.38 0.74 0.02 18.44

Under Construction 0.01 26.84 3.39 9.93 1.21 6.62 3.55 0.50 52.06

Urban Villages 13.15 6.32 11.10 0.14 0.43 31.15

Vacant Lands 0.01 96.13 3.56 39.21 1.61 18.47 6.84 5.79 171.62

Water bodies 11.79 0.65 10.98 0.68 4.60 2.00 0.55 31.25

Grand Total, ha 3.03 1547.82 51.50 943.66 130.74 513.67 261.73 339.65 3791.80

As could be observed from the above table, land requirement is highest for the RoW requirement of 2 / 3

lane roads followed by 4 lane roads i.e., with requirement of 9 – 18 m and 24 – 30 m. There are few green

field roads and roads that are close to settlements which required to be widened.

Based on the land requirement in horizon years, the largest impact due to the network expansion would be

on the residential and commercial establishments. These areas put together would account for about

727.33 ha. With the highest density of population in the region, this would roughly translate into a

resettlement of more than 3 lakh persons at a minimum. While effect on the built up area could be avoided

to the extent possible during detailed design stage, alternate options for avoiding sensitive areas are to be

explored prior to finalization of the design measures including avoidance options. Hence, advance planning

in terms of alignment selection and choice of design for the proposed corridors is to be undertaken.

10.6.2 Potential Impact on Land, Structures and Livelihood

Requirement of land based on the travel demand analysis gives insights into the necessity of identifying

and mitigating the social impacts concomitant with land acquisition. This could include:

(i) the Impacts on agricultural land;

(ii) Impacts on structures used for residential, commercial and other purposes;

(iii) Impacts on livelihood due to impacts on sources of earning or due to need for relocation of

non-titleholder shops/squatters within RoW, etc.;

(iv) Impacts on other properties and assets such as boundary walls, hand pumps, bore wells, dug

wells, ponds and other water bodies, etc.; and

(v) Impacts on common / cultural property resources such as religious places, community

properties such as graveyard, cremation places, water sources, village gates, passenger

shelters, etc. Depending upon the intensity of respective impact.

10.7 SCOPE AND REQUIREMENT FOR FURTHER ANALYSIS IN DESIGN STAGES

OF THE PROJECTS

An analysis of the environment and social impacts from the network indicates potential benefits from the

project if improvement proposals are undertaken.Reduction of landtake from residential and settlement

portions will greatly benefit the project area and also reduce the resettlement impacts resulting from the

project. While finalising alignment option during the detailed feasibility stages, the above factors are to be

considered. In addition, detailed drainage studies to avoid impacts on the catchment area of natural ponds

in the region also need to be undertaken to ensure minimal impacts during the design stage.

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